Vacuum-brake apparatus



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"Patented May 1o', 18s-1.

N. PETERS, Phuio-Uhogmphsr, Washingtpn. D, C.

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Vacuum Brake Apparatus.

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Vacuum Brake Apparatus. No.. 241,327. Patented May 10,1881.

N. PETERS, Phoo-Lihogmpher, Washington. D. C.

UNTTED STATES PATENT Garten.

FREDERICK ill. EAMES, OF WATERTOWN, NEV YORK.

VACUUM-BRAKE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 241,327, dated May 10,1881.

Application filed October 29, 1880. (No model.) Patented in EnglandOctober 19, 1878.

To all whom it may concern:

Be it known that l, FREDERICK W. EAMES,

l a citizen ot' the United States, residing at Watertown, in the countyof Jefferson and State of New York, have invented certain new andusefulImprovementsinVacuum-Brake Apparatus, (Case E l:) and l do herebydeclare thetollowing to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the saine, reference being had to theaccompanying drawings, and to letters or figures otf reference markedthereon, which form a part ot' this specification, the same having beenpatented to me by the government of Great Britain by Letters Patent N o.4,172, dated October 19, 1878.

My invention relates to vacuum-brake apparatus, and it consists in thearrangement of a series of vacuum-chambers in which a vacuum isconstantly maintained, and having communication by means ot' apeculiarly-constructed valve with'a collapsible vessel or vessels usedto apply the' brakes, and with an air-ejector through acontinuousbrake-pipe, the operation of which is such that after the vacuum-chamberhas been charged and the ejector notin action thecommunication betweenthe collapsible vessel and the brake-pipe is kept open and connectionwith the vacuum-chamber cut oli", in which condition the brakes are outot' action. When,h0wever,itis desired to apply the brakes, theair-ejector of the brake-pipe is set in action to exhaust the air fromthe pipe, which action closes communication momentarily between thebrake-pipe and the collapsible vessel, whereby a valve is unseated,throwing open communication between the vacuum-chamber and thecollapsible vessel, and also with the brake-pipe, when the air containedin the flexible vessel rushes into the vacuuin-chainberand the brakesare applied. Continued action of the ejector of the brake-pipe willagain serve to exhaust the reservoir or vacuum-chamber, in readiness toagain exhaust the collapsible vessel, and when air is admitted to thebrake-pipe its action is such upon the valve as to cut ott' connectionwith the vacuum-chamber and open communication with the collapsiblevessel, whereby the brakes are taken off and the parts are again in thesame relative position first indicated.

My invention also consists in providing the controlling-valve ot' theair-ejector with a device by means of which it can be operated by thepassengers or guard in any car of the train, or upon the accidentalseverance or derailment thereof', and at the same time withoutinterfering with the proper manipulation ot' said valve by the engineer.

Figure 1 represents a side elevation ot' alocomotive-engine and tenderto which my improvements have been applied; and Fig. 2, a plan view otthe same, the bodyot1 the tender being removed. Fig. 3 represents anoutside elev ation ot the valve controlling communication from thebrake-pipe with the vacuum-chamber and collapsible vessel or vessels.Fig. 4 represents a vertical central section of the same, and Fig. 5 ahorizontal section taken through the line 1 2 ot' Fig. 4. Fig. 6represents an elevation ot' the ejector and the device for turning onsteam automatically or by hand, and Fig. 7 a top-plan view and partialsection ot' the same. Fig. 8 illustrates the arrangement of brake-pipe,reservoir, valve, and operatingvessels upon one of the cars.

In the drawings, A represents an air-ejector, by which a vacuum orpartial vacuum is produced, and is mounted upon the engine within easyreach of the engineer. The ejector here shown is one heretofore patentedto me 5 but any air-ejector suitable for the purpose may be employed, sothat its valve-lever can be adapted to work in connection with my devicefor turning on steam independently ot' the control of the engineer. Inconnection with this exhaust apparatus or air-ejector A is a brakepipe,B, which, by means of flexible couplings between the cars, is madecontinuous throughout the train. The pipe B of each car is iitted with avalve, C, which is so constructed as to open up apassage between pipe Band vacuumchamber D, and likewise to bring into connection with pipe B apair of flexible vessels, E E, to each ot' which are connected the twopairs ot' brake-blocks for acting upon the car-wheels. The valve C,moreover, opens communication between the vacuum-chamber D aud flexiblevessels E E, and it is by the opening ot' this communication that thebrakes are applied. The valve G is constructed with an annular passage,which communicates laterally with the exhaust or vacuum chamber D by apipe, d. The upper part of this annular passage is open, and its lipsare inclined, so as to form a seat for an annular double coned valve, c,and above the valve the exhaust-pipe B communicates therewith. The steme of this valve is hollow, and it is provided with feathers, which serveto guide it in its vertical motion, and forms air-passages on theoutside of the valve-stem. Over the hollow valve-stem is fitted a cover,c2, which is formed with holes. This cover forms a guide for a lightpendent disk-valve, c3, which serves to cover the lower end of thevalve-stem. Below this hollow valve-stein the valve communicates by apipe, e, with the flexible or collapsible vessel or vessels E E. Theannular valve c is, by preference, faced with india-rubber to secure anair-tight lit, and its normal position is upon its seat, as shown inFig. 4. Thelight disk-valve c3,on the contrary,when not in action,leaves open an air-passage through the valve-stem to the exhaust-pipe B.

In Figs. 6 and 7 are represented, on an enlarged scale, the device usedfor turning on steam to the ejector by the passengers, trainmen, orthrough accidental severance or derailment of any one of the cars.

The supply of steam to the ejector is regulated by a valve attached to aspindle, F, which carries at its upper end a hand-lever, G; and for thepurpose of working this ejector automatically, or without the assistanceof the engineer, I provide the hand-lever G with a tailpiece extension,Figs. 6 and 7. From this tail end projects a pin, that enters and isfree to play within a slotted horizontal link, H, which is jointed tothe upper end of a vert-ical rocklever, I, where it is capable ot' alimited horizontal oscillating movement. This rock-lever I has for itsfulcrum a pin projecting from the ejector-casing. This lever I receivesthrough its shorter arm, from a coiled spring, J, a tendency to pullupon the link H, and thereby to open the valve and admit steam to theejector. To prevent this action a spring-latch, K, is provided, whichserves to lock the lever I and hold it back against the pressure of itsspring. Opposite this spring-latch K is mounted a vertical lever, L,(see Fig. 1,) formed with a projection which bears against the latch K,and when drawn forward will press the spring-latch out of action andallow the spring J to rock the lever I and turn on the steam. This leverL is pivoted to any convenient point, and its free end is connected witha cord, M, which is led along the train from car to car to the end ofthe train, where it is secured. At the end of the train a largereservoir may be located, if desired, stored with vacuum-power, andcommunicating with the pipe B by a valve. This valve may be attached tothe cord M, whereby, in case ofdismemberment of the train accidentally,the cord M will shift both the steam-valve ot' the ejector A and thevalve of the reservoir at the rear of the train, whereby a vacuum orpartial vacuum will be created in both sections of the dismemberedtrain, sueh as will bc sufficient to operate valve C so as to opencoinmunication between chamber l) and vessels E E, as before described.This vacui-un-chamber at the rear of the train is more particularlypointed out in another application for a patent now pending.

B represents a brake-pipe adapted especially to apply a system ot'brakes tothe wheels ofthe locomotive-engine. This pipe B coinmunicateswith the ejector A at one` end and with the flexible vessel El at theother, and is provided at its junction with the ejector with a valve, bymeans of which connection with the ejector can be closed or opened atpleasure by the engine-driver. The flexible vessel E', which actuatesthe locomotive-brakes, is operated, in the usual way, by being exhausteddirectly from the ejector.

The operation of my invention is as follows: When it is desired to puton the brakes the exhaust apparatus or ejector A is set in action. Thiswill cause the air to be drawn through the pipe e from the collapsiblevessels E E, in connection with the brakes; but immediatelyr this actionis felt the disk-valve ci* will be closed and the annular valve cwillrise from its seat. This rising of the annular valve will bring thecollapsible vessels into direct communication with the vacuum-reservoirD, the air from ves sels E passing up outside the hollow stem into theannular passage before mentioned, and thence by the pipe d to theexhaust-chamber D, the el'ect of which will be to apply the brakesinstantly, and the continued action of the exhaust apparatus willrestore and maintain the vacuum in the chamber D. The like effect willhe produced simultaneously in the brake apparatus of each car of thetrain. For throwing off the brakes it will only be necessary for theengine-driver to admit air to the brakepipe through avalve, b, for thatpurpose, and to stop the action of the air-ejector. The annular valve (lwill then drop onto its seat, thereby cutting oil' communication betweenthe chamber D and vessels E E, and air will pass down the hollow stem cof the valve to the vessels E E. Supposing, now, the engine, through thebreaking of a coupling or other cause, to part from a portion of thetrain, tension will thereby be put upon the cord M suticient to drawback the spring-latch K and release the lever I with its slotted linkII. The lever I heilig now free to follow the impulse ot' its spring J,it will through the link act upon the handlever G, before described, andset the ejector in action, thereby bringing the brakes of those carswhich are still attached to the engine into contact with the runningwheels. The like effect will be produced when tension is applied to thecord by a passenger or the guard who wishes from any canse to arrest theprogress of the train.

Instead of employing the flexible vessels E, a cylinder and piston mightbe substituted.

Having described my invention, what I roel claim as new, and desire tosecure by Letters Patent, is-

1. In avacuum-brake apparatus, the combination of chamber D, vessel orvessels E, pipe B, and valve C, so arranged with respect to each otherthat in the normal condition of the apparatus pipe B and vessels Ecommunicate with each other and the chamber D is cut oft', but upon thecreation of a vacuum or partial vacuum in pipe Bit will serve to opencoinmunication between ehamberD and vessels E, for the purposesubstantially as set forth.

2. In a brake apparatus, valve c, hollow valve-stem c', and valve c3,arranged for operation in the manner and for the purposes set forth.

3. In a brake apparatus, valve C, consisting of valve c, seatingdownward, covering the annular passage leading to thepipe d, andprovided with a hollow valve-stem, c', having longitudinal air-passageson the outside and inside thereof, and the valve c3, seating' upward andcovering` the passage through the valve-stem, substantially as setforth.

4. In a brake apparatus, the valve c, hollow valve-stem c', havinglongitudinal air-passages on the inside and outside thereof, and valvec3, in combination with pipes B, d, and e, wherebythe passages to saidpipes are controlled in the manner substantially as set forth.

5. In a brake apparatus, the device for turning on steam to the ejectorapparatus, consisting of hand-lever Gr, link H, lever I and its springJ, latch K, and cord M, substantially as specified.

6. In a brake apparatus, the device for turning steam onto the ejectorapparatus, either automatically through the severance or derailment ofthe train or by the act of the passengers or train-men, consisting ofhand-lever G, link H, lever I and its spring J, latch K, lever L, andcord M, substantially as specied.

In testimony whereof I affix my signature in presence of two witnesses.

FRED. W. EAMES.

Witnesses:

Grms. D. BINGHAM, E. D. EAMES.

